[Jeff Lee]

Issac,

Here's the list I came up with. I'm sure there are more but I'm not going to do any more research.

1) Neil Smedley. In 2001 he received 5HP in June after going 1.31 under (adjusted) at the Summit Nationals and then again another 5HP after going 1.30 under (adjusted) in November 2001 @ the Delco Nats. That's +10 HP in one year; all at altitude tracks.

2) Jerry Ryan. 2001 Summit Nats. Kandra was driving Jerry's SS/MA Cutlass and she went 1.25 under and received either 4 or 5 HP as a result.

3) Dave Edwards received 5 or 6 HP in Bristol, TN, 2001. At the time Bristol was a factored track. Since then Bristol has lost it's altitude factor as it's around 1300'.

4) Burt Morgans 1975 Buick 350 wagon in Q/SA received 4 HP in Firebird (AZ) 2002 when Firebird was a factored track. Since then Firebird has lost it's altitude factor as it's around 1250'.

I race live in AZ and watch the density swing from October / November and see as low as 600-800 density altitudes. I also see 5000+ density altitudes in the summer. I'd say an average density altitude on a nice day is around 2500-3200.

So what do you guys want, a "floating" factor based on seasonal changes? Big engines don't slow up as much as little engines at altitude. What do you guys want a "small engine" "big engine" factor? Then, as JR Ryan stated correctly, do you want a "stick-shift" factor as well? What do we do with the seasonal factor on a big 455 with a stick?

What I don't see mentioned but I alluded to was vapor pressure. My experience is humidity sucks away HP more than altitude; more so than temperature. 3000' corrected density with cool air and high humidity will slow you down more than 3000' corrected density with warm air and low humidity. That's why I mentioned earlier "Big Road" to pull the data and include all the variables. Big Road only provided the density correction factor. That's not the entire story.

Issac, I really don't want to piss you off so correct me if I'm wrong but my understanding is you guys sandbagged' that Buick until you got HP off and then once you got HP off you almost immediately went 1.18 under! Yea, when you rub NHRA's nose in your "gift" they might be a little upset and maybe not so forgiving! Also, I believe that 1.18 under was before NHRA's policy of a "freebie" was intact. Again, I could be wrong...
Remember, going 1.15+ under does NOT immediately get HP. It just makes you eligible for review. Apparently their review process was not in your favor. But I'll bet after the adjustment you were still ahead in HP (ahead of the previous reduction).


Regarding the "freebie", I've been the reciepient of this policy in stock class so I personally know it is there. I've seen others use it as well. But anybody that utilizes the system is skating on thin ice. You roll the dice every once and awile and you get what you get. And yes, I am lucky that I am the one and only in my class running what I do. That way I don'y have to deal with those pesky "engine families". Glad I don't have to figure that out as I see a bucket of worms in that family!

Look, I want what's fair. As I stated previously, I'm all for all runs count towards AHFS. I'm also all for a .500 reduction in index across the board for S & SS. Whatever it takes so nobody has to hold back performance. I absolutely hate to see people slow a perfectly good run down to avoid the AHFS.

And no-namers, quit pulling other people's cars into the equation. You don't & I don't know what tune or what mission the owner / driver is on from one track or the other. I can talk from personal experience how a car runs at different elevations. And I've seen the factors are pretty darn close.